Ned Gravel

As soon as I get the other hard drive working, I will take and post a picture here. I still owe some folks the scans of Amelia's 3" rudder pedal extension drawings as well.

I have one of these installed on my E model. The installation seems pretty straight forward and my AME (Canadian for A&P) followed all the installation requirements. It is finicky when it comes to the angles of the return line. But I do not feel it is doing as good a job as it should. When we overhauled my engine last year, the engine shop guy did not want it reinstalled (at risk of loss of warrantee) unless there was a condensation bowl put in the return line. It works and catches condensate on the way back. The brown stuff in the bowl that we drain during our 25 hour oil changes is actually a mixture of oil and water. I talked to an Airwolf rep at Osh and he tells me that the way they get rid of the water in the air-oil mixture for their device is to hook a line from the exhaust of the vacuum pump. That line puts 200 deg F air into their air-oil separator and boils off the water to send that vapour out another line so that the oil goes back into the system absolutely dry. I know he is biased towards their (much larger) air-oil separator, but it seems like a better approach. But they cost about $350 each.

I will be sending Mike a copy of the files that we scanned for Amelia (they are her drawings) as soon as I get my hard drive back online. Will be a couple of days.

Quote: eaglebkh Just curious - what is the "initial" instrument checkride. Was this a 2-part deal?

The Bendix King AV8OR now also offers geo referenced taxi diagrams too. But not for Canadian airports. They upgraded mine to the version 2.0 software in their booth and it now comes with an HSI page now built in. For those who like the AV8OR. They also promised to allow Mac users to conect up to their AV8OR just like PC users can. Should be done by the end of the year.

Ute and I just came back today. Ed Ferguson and Stacey flew with us all the way back to Ottawa. OSH WAS GREAT!!! Stayed in Vintage Camping. Hey...! Its a '65. Dinner on Tuesday was great and meeting all the good folks from MAPA, the Mooney Ambassadors and other Mooney drivers as we walked around the camping areas was also good. Thanks to Jezzie for the rides in his Mustang. Osh is full of good people and the event brings even more together. Did not spend too much on goodies, but perhaps more than anticipated. Will be back next year.

Initial means one of the three parts had to be redone. In Canada, you are required to demonstrate proficiency, under the hood, for a precision approach, a non-precision approach, and a hold (using the equipment on board the aircraft being flown for the test). We started with a hold at an NDB. This beacon is the FAF for the CYOW ILS 32 approach. Little equipment malfunction (you don't want to know which one) prevented the examiner from being able to score it and it was redone later that day when all was working. Completed both approaches and later went to do the hold at a VOR in Montreal airspace. He told me I had "passed" just after I announced "entering" the hold. It wasn't a big deal for the test, but he had to see it so he could score it.

And here is how it is paying off..... 3.4 hours from Ottawa, Ontario to Sault Ste Marie, Michigan. 2.5 of it in actual IMC. Visual at the end though for the VOR RWY 32 aproach into Sanderson Field. Then 1.4 hours from Sanderson Field to Menominee, Michigan - with a little less than one hour in actual IMC and the ILS RWY 03 into Menominee was also visual. Tomorrow, it is back to VFR flying for the FISKE arrival procedure at KOSH and if that is not happening (no more GA arrivals) then we are going south to Fort Wayne Indiana for a few days before going back home. All of it will be IFR. Gotta get as much in as possible in the summer because icing prevents flying through clouds during Canadian winters.

I just heard from two of my friends with Mooneys on the ground in OSH that parking and camping are separated by up to half a mile. Ute and I are in Menominee (about 50 Mooney minutes away from RIPON) and we will try in the morning. If it does not work, we are off to Fort Wayne Indiana. Hey!! That is what Mooneys are for!!

Alan: The checkride took longer than anticipated. Difficulty with NDBs for the requisite hold in the Ottawa airspace for VFR "playing IFR." In the morning it was just the NDB hold, vectors to the ILS 32 and then vectors to the NDB 32. Went missed in both cases at the MDA/DH. Came back later in the day to do a hold over the Montreal VOR. As soon as I "entered" the hold, he said: "OK. You passed. Hood up. Left to 230 and back to Cornwall." And that was it.

Thank you all for the kind words. How long did it take? 5 years. Started in July 2005 and flew 38 of the requisite 40 hours within two weeks at our flying club here at Rockcliffe. Wrote the written in August and tubed that by 3 questions. Ego severely bruised - but my friend who did the training with me also flunked that one. OK Took a weekend refresher called "Aerocourse" here in Ottawa in October of the same year. Took the exam the following Tuesday and tubed that one by ONE question. My friend passed. Ego in the dumpster at that point. Did I mention being a suma graduate in engineering? There must have been something wrong with me. This year, my best friend (also wife) decided we were going to Oshkosh - so I had better complete the ticket so we don't get stuck either way. (She may not appreciate that an IFR ticket does not make the CBs go away). So in February, cracked the books for about 3 months. Took the written again in May and passed that one easily. Flew almost every day for the last three weeks to get ready for the flight test. Spent today rebuilding my computer so I can file an eAPIS notice of arrival in Sault Ste Marie tomorrow - or we would be in Oshkosh tomorrow morning, instead of Sunday. Looking forward to exercising all the priveleges and responsibilities associated with the ticket. Mostly flying safe. In my Mooney......

Just passed my initial instrument check ride today. Given the weather forecast for this part of Canada, it will not make it any easier to get to Osh, but it sure feels good!!!!

Ned and Ute Gravel Sat-Wed/Thursday No Caravan BBQ-Yes Camping with Mooneys/North 40 (We have to stay till the morning of 22 June. I fly my IFR check ride on the 21st) Ed and Stacey Ferguson Sat-Wed/Thursday No Caravan BBQ-Yes Camping with Mooneys/North 40 (they are enroute as I write this.)

We are not in the Caravan and I bought my tickets a couple of days ago. Tickets are $25.00 per person. The donation is extra. I do not believe there is a need to make a donation when purchasing the tickets online. I did anyway. Got immediate confirmation of the purchase.

Job: I had the same fears when I first bought too. The degree of problem depends on how much you are actually finding in the filter. A little dust (enough to smudge the tip of your finger) is one thing. On older engines it is sometimes considered normal. If what you are seeing are actual pieces, then there is probably something shedding metal from within. Hope it is going to be OK for you (and not cost you too much either).

I agree with Mitch. Flying your Mooney down to the ground without the aid of speedbrakes is important so that you can really appreciate when something is not right. Whatever you may have heard about speedbrakes, I think you should bounce your ideas off of a really good Mooney instructor before trying them. I do know that our Mooney's are some of the best airframes for landing in gusty and crosswind conditions. They will only float if we have done something wrong - like too fast across the threshold. At 50 feet up off the runway on final is also the spot where we may have to get ready to go around if necessary and speedbrakes are not going to help you get over that obstacle causing you to do that. I could tell you what I may know or think about speedbrakes, but I do not have them on my aircraft and I would only be giving you more stories about them - not the facts. I really think you need the facts before you use them - and especially before you use them to help you touch down.

No such options in Canada. We have to purchase them and for most pilots, it is the Canada Air Pilot set of approach plates for those, and the charts (VNCs with those terminal charts, IFR Low and those terminal charts) authorised by Nav Canada. We have been told that they are about to allow for web-based publication, after which most of us will probably print and go (IMO)

OK guys: Can't help myself. I am in the laboratory business. Right now (for 2 more weeks) I am the Quality and Training Manager of an ILAC-signatory accreditation body. That means we are completely anal about measurements. Are these sticks calibrated? If so, were they calibrated by laboratories accredited to ISO/IEC 17025 for "length" (primary measurement parameter) and "volume" (derived measurement parameter)? If so, were the calibration laboratories accredited by an ILAC signatory body? Is the calibration traceable to the SI, through a CIPM signatory NMI, such as NIST, NRC/INMS or CENAM? Do we have enough acronymns? (tripple wink) (just to celebrate my promotion from "Senior Member" on this list to "Lives Here" as this is my 201st post.) Fly safe.

Folks: That is the sort data I was looking for. Thank you.

Jim: Thanks. I had seen this one (as well as the others on the APS site). I guess I was really looking for the number itself. In conversation with my MSC in Waterloo, Ontario and a bunch of other local Mooney drivers, I had sort of settled on 1360-1380 degF as my own Target EGT. I use the approach described in the APS for 98% of any flight, except for past the first of the three GUMPS checks I do once the J-bar is vertical, when that sort of control is secondary to landing the aircraft. Any further thoughts I might be able to use?

Quote: JimR ...... I now climb at 120 mph IAS ROP at WOT in my 201 using the APS Target EGT method ........ Jim

David: Don't have a J and don't have access to the J POH, but this link may help: http://www.pilotfriend.com/aircraft performance/Mooney/47.htm. 18,800' BTW: Same service ceiling as my E model.

Quote: jezzie I have tried to locate the thread that talks about the BBQ after the caravan lands, what time location etc. Thanks Eldon

Our plan is for us to fly our E model in on the 23rd with our friends along in their C model - both '65's. Already bought the tickets to the Mooney Caravan BBQ.

Jeff: I fly an E model with the doghouse so this may not apply to you, but I think it may anyway. Before my overhaul last year, I was getting 380 plus on number 4, the furthest away from the nose. After the overhaul, my MSE re-created baffling to replace the cracked and busted up stuff I had before. Now I typically have between 300 and 350 on the hottest days. The condition and repair of the baffling has a major influence on your CHTs. IMO.